EP2518894B1 - Unité de commande de moteur et système de direction de véhicule - Google Patents

Unité de commande de moteur et système de direction de véhicule Download PDF

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Publication number
EP2518894B1
EP2518894B1 EP12164898.4A EP12164898A EP2518894B1 EP 2518894 B1 EP2518894 B1 EP 2518894B1 EP 12164898 A EP12164898 A EP 12164898A EP 2518894 B1 EP2518894 B1 EP 2518894B1
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EP
European Patent Office
Prior art keywords
motor
current
duration
value
determination condition
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EP12164898.4A
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German (de)
English (en)
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EP2518894A2 (fr
EP2518894A3 (fr
Inventor
Toshihiro Takahashi
Satoru Mikamo
Hiroshi Kawamura
Jun Hasegawa
Akihiro Tomita
Akira Nambu
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JTEKT Corp
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JTEKT Corp
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
    • B62D5/0481—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such monitoring the steering system, e.g. failures
    • B62D5/0487—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such monitoring the steering system, e.g. failures detecting motor faults
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
    • B62D5/0481—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such monitoring the steering system, e.g. failures
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
    • H02P29/02—Providing protection against overload without automatic interruption of supply
    • H02P29/024—Detecting a fault condition, e.g. short circuit, locked rotor, open circuit or loss of load
    • H02P29/0241—Detecting a fault condition, e.g. short circuit, locked rotor, open circuit or loss of load the fault being an overvoltage
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
    • H02P29/02—Providing protection against overload without automatic interruption of supply
    • H02P29/024—Detecting a fault condition, e.g. short circuit, locked rotor, open circuit or loss of load
    • H02P29/0243—Detecting a fault condition, e.g. short circuit, locked rotor, open circuit or loss of load the fault being a broken phase
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
    • H02P29/02—Providing protection against overload without automatic interruption of supply
    • H02P29/032—Preventing damage to the motor, e.g. setting individual current limits for different drive conditions
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
    • H02P6/12—Monitoring commutation; Providing indication of commutation failure
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/34—Testing dynamo-electric machines
    • G01R31/343—Testing dynamo-electric machines in operation

Definitions

  • the invention relates to a motor control unit and a vehicle steering system.
  • Document EP 2 073 370 A1 discloses a motor control unit and an abnormality detecting method as defined in the preambles of claims 1 and 7.
  • a motor control device is described which is capable of detecting a break in a power supply line between an inverter and a motor by comparing a low voltage and a middle voltage to a predetermined voltage set at a value in the vicinity of a ground voltage on the basis of detected phase voltages.
  • a motor control unit that controls a brushless motor used in, for example, a vehicle steering system has the function of detecting a current-carrying failure, such as a wire disconnection, in an electric power supply path to the motor.
  • a current-carrying failure is detected in the following manner. First, an attempt to apply electric current to the motor is made. Then, if a detected actual current value indicates a non-current carrying state despite the attempt to apply electric current to the motor, it is determined that a current-carrying failure has occurred. Whether an attempt to apply electric current to the motor is being made is determined based on, for example, a current command value or a voltage command value (DUTY command value).
  • a brushless motor is controlled based on a motor rotation angle detected by a rotation angle sensor (resolver).
  • a motor control unit that controls a motor based on an estimated motor rotation angle without using a rotation angle sensor, as described in Japanese Patent Application Publication No. 2011-51537 ( JP 2011-51537 A ).
  • a motor rotation angular velocity is estimated based on, for example, an inductive voltage value calculated according to a known motor voltage equation based on phase current values and phase voltage values.
  • An aspect of the invention relates to a motor control unit that includes: a motor control signal output unit that outputs a motor control signal; a drive circuit that supplies driving current to a motor based on the motor control signal; and an abnormality detection unit that detects a current-carrying failure in an electric power supply path to the motor based on a voltage parameter corresponding to a voltage that is applied to the motor.
  • the abnormality detection unit determines whether a first determination condition is satisfied.
  • the first determination condition includes a condition that an actual current value that indicates an electric current actually supplied to the motor is smaller than or equal to a predetermined current value that indicates a non-current carrying state and the voltage parameter is higher than or equal to an upper limit of a predetermined range corresponding to the predetermined current value.
  • the abnormality detection unit determines whether a second determination condition is satisfied.
  • the second determination condition includes a condition that the actual current value is smaller than or equal to the predetermined current value and the voltage parameter is lower than or equal to a lower limit of the predetermined range.
  • the abnormality detection unit measures a first duration that is a duration of time that a state where the first determination condition is satisfied continues, and a second duration that is a duration of time that a state where the second determination condition is satisfied continues.
  • the abnormality detection unit determines that a current-carrying failure has occurred.
  • the value (sign) of the voltage (voltage parameter) that is applied to the motor changes in accordance with the motor rotation angle. Therefore, the duration (first or second duration) of the state where the first or second determination condition is satisfied due to the influence of inductive voltage is determined based on a rotation period of the motor during high-speed rotation. Therefore, when the first or second duration exceeds the reference period that is set based on the rotation period of the motor during high-speed rotation, it is determined that this state has occurred due to a current-carrying failure, not due to the influence of inductive voltage.
  • the abnormality detection unit may measure a duration of time that a state where the first determination condition is continuously satisfied continues as the first duration, and the abnormality detection unit may measure a duration of time that a state where the second determination condition is continuously satisfied continues as the second duration.
  • the abnormality detection unit may measure an accumulated time of a state where the first determination condition is satisfied within a given measuring period as the first duration, and the abnormality detection unit may measure an accumulated time of a state where the second determination condition is satisfied within the measuring period as the second duration.
  • the voltage parameter may be instantaneously smaller than the upper limit due to the influence of noise, or the like. Therefore, when the duration of the state where the first determination condition is continuously satisfied is the first duration and the duration of the state where the second determination condition is continuously satisfied is the second duration, these durations are short and, therefore, a current-carrying failure may not be detected.
  • the accumulated time of the state where the first or second determination condition is satisfied within the measuring period is set as the first or second duration, the influence of noise, or the like, may be reduced.
  • the motor control unit according to the above aspect may be mounted on a vehicle steering system.
  • a vehicle steering system With the above configuration, it is possible to accurately detect a current-carrying failure. Therefore, it is possible to obtain a vehicle steering system with which a decrease in steering feel is suppressed, by promptly performing the fail-safe function.
  • a steering shaft 3 to which a steering wheel 2 is fixed is coupled to a rack shaft 5 via a rack and pinion mechanism 4.
  • the rotation of the steering shaft 3 resulting from a steering operation is converted to a reciprocal linear motion of the rack shaft 5 by the rack and pinion mechanism 4.
  • the steering shaft 3 is formed by coupling a column shaft 8, an intermediate shaft 9, and a pinion shaft 10 to each other.
  • the reciprocal linear motion of the rack shaft 5 resulting from the rotation of the steering shaft 3 is transmitted to knuckles (not shown) via tie rods 11 coupled to respective ends of the rack shaft 5.
  • the steered angle of steered wheels 7 is changed, that is, the traveling direction of a vehicle is changed.
  • the EPS 1 includes an EPS actuator 22 and an ECU 23.
  • the EPS actuator 22 serves as a steering force assisting device that applies assist force for assisting a steering operation to a steering system, using a motor 21 as a driving source.
  • the ECU 23 serves as a motor control unit that controls the operation of the EPS actuator 22.
  • the EPS actuator 22 is configured as a column assist-type EPS actuator.
  • the motor 21 is drivingly-coupled to the column shaft 8 via a reduction mechanism 25 formed of, for example, a worm and a worm wheel (worm & wheel).
  • a brushless motor is employed as the motor 21 in the first embodiment, and is driven by three-phase (U, V and W) driving currents supplied from the ECU 23.
  • the EPS actuator 22 reduces the speed of rotation of the motor 21, and then transmits the rotation with the reduced speed to the column shaft 8, thereby applying the motor torque to the steering system as assist force.
  • a torque sensor 27 and a vehicle speed sensor 28 are connected to the ECU 23.
  • the torque sensor 27 detects a steering torque T.
  • the vehicle speed sensor 28 detects a vehicle speed SPD. Then, the ECU 23 calculates a target assist force based on the steering torque T and the vehicle speed SPD, and supplies driving electric current to the motor 21 to generate a motor torque corresponding to the target assist force, thereby controlling the operation of the EPS actuator 22.
  • the ECU 23 includes a microcomputer 31 and a drive circuit 32.
  • the microcomputer 31 serves as a motor control signal output unit that outputs motor control signals.
  • the drive circuit 32 supplies three-phase driving currents to the motor 21 based on the motor control signals output from the microcomputer 31. Control blocks described below are implemented according to computer programs executed by the microcomputer 31.
  • the microcomputer 31 detects state quantities in a predetermined sampling period, and executes calculation processes shown in the following control blocks in a predetermined calculation period, thereby outputting the motor control signals.
  • a known PWM inverter is employed as the drive circuit 32.
  • the PWM inverter is formed as follows. A pair of switching elements connected in series with each other is used as a base unit (switching arm). Three switching arms corresponding to motor coils 33u, 33v and 33w of the respective phases are connected in parallel with one another to form the PWM inverter.
  • the motor control signals output from the microcomputer 31 define the on/off states of the respective phase switching elements that constitute the drive circuit 32 (the on duty ratios of the respective switching arms).
  • the drive circuit 32 operates in response to reception of the motor control signals, and supplies three-phase driving currents based on the voltage (power supply voltage Vps) of an in-vehicle power supply 34 to the motor 21.
  • the ECU 23 is provided with current sensors 36u, 36v and 36w, and voltage sensors 37u, 37v and 37w that are arranged at intermediate portions of power lines 35u, 35v and 35w that connect the drive circuit 32 (switching arms) to the respective phase motor coils 33u, 33v and 33w.
  • the microcomputer 31 includes an estimated motor rotation angle calculation unit 41 that serves as an estimated motor rotation angle calculator that calculates an estimated motor rotation angle ⁇ m based on phase current values Iu, Iv and Iw respectively detected by the current sensors 36u, 36v and 36w, and phase voltage values Vu, Vv and Vw respectively detected by the voltage sensors 37u, 37v and 37w.
  • the microcomputer 31 does not use a rotation angle sensor to detect a motor rotation angle, but drives the motor 21 based on an estimated motor rotation angle ⁇ m calculated by the estimated motor rotation angle calculation unit 41 to control the motor 21.
  • the microcomputer 31 includes a current command value calculation unit 42, and a motor control signal output unit 43.
  • the current command value calculation unit 42 calculates a target value of electric power that is supplied to the motor 21, that is, a current command value ( ⁇ -axis current command value I ⁇ *) that corresponds to a target assist force.
  • the motor control signal output unit 43 outputs motor control signals based on the current command value.
  • the steering torque T and the vehicle speed SPD are input into the current command value calculation unit 42.
  • the ⁇ / ⁇ coordinate system is a coordinate system that rotates together with a rotor (not shown), and is defined by a ⁇ axis that extends along the direction of magnetic flux generated by a field magnet (magnet) provided at the rotor, and a ⁇ axis perpendicular to the ⁇ axis.
  • phase current values Iu, Iv and Iw and the estimated motor rotation angle ⁇ m are input into the motor control signal output unit 43 together with the ⁇ -axis current command value I ⁇ * calculated by the current command value calculation unit 42.
  • the motor control signal output unit 43 executes feedback control over currents in the ⁇ / ⁇ coordinate system based on these state quantities, thereby generating motor control signals.
  • phase current values Iu, Iv and Iw input into the motor control signal output unit 43 are input into a ⁇ / ⁇ conversion unit 51.
  • the ⁇ / ⁇ conversion unit 51 maps the phase current values Iu, Iv and Iw onto the ⁇ / ⁇ coordinate system based on the estimated motor rotation angle ⁇ m, thereby calculating a ⁇ -axis current value I ⁇ and a ⁇ -axis current value I ⁇ .
  • the ⁇ -axis current value I ⁇ is input into a subtracter 52 ⁇ together with the ⁇ -axis current command value I ⁇ * output from the current command value calculation unit 42.
  • the ⁇ -axis current value I ⁇ is input into a subtracter 52 ⁇ together with the ⁇ -axis current command value I ⁇ *.
  • the subtracters 52y and 52 ⁇ respectively calculate a ⁇ -axis current deviation ⁇ I ⁇ and a ⁇ -axis current deviation ⁇ I ⁇ .
  • the ⁇ -axis current deviation ⁇ I ⁇ and the ⁇ -axis current deviation ⁇ I ⁇ are input into a F/B control unit 53 ⁇ and a F/B control unit 53 ⁇ , respectively. Then, the F/B control units 53y and 53 ⁇ execute feedback calculation so as to cause the ⁇ -axis current value I ⁇ and the ⁇ -axis current value I ⁇ to respectively follow the ⁇ -axis current command value I ⁇ * and the ⁇ -axis current command value I ⁇ *, thereby calculating a ⁇ -axis voltage command value V ⁇ * and a ⁇ -axis voltage command value V ⁇ * that are the voltage command values in the ⁇ / ⁇ coordinate system.
  • the F/B control units 53y and 53 ⁇ calculate proportional components obtained by multiplying the ⁇ -axis current deviation ⁇ I ⁇ and the ⁇ -axis current deviation ⁇ I ⁇ by proportional gains, respectively, and integral components obtained by multiplying the integral values of the ⁇ -axis current deviation ⁇ I ⁇ and the ⁇ -axis current deviation ⁇ I ⁇ by integral gains, respectively. Then, the proportional component and integral component for the ⁇ -axis are added together to calculate a ⁇ -axis voltage command value V ⁇ *, and the proportional component and integral component for the ⁇ -axis are added together to calculate a ⁇ -axis voltage command value V ⁇ *.
  • the ⁇ -axis voltage command value V ⁇ * and the ⁇ -axis voltage command value V ⁇ * are input into a ⁇ / ⁇ inversion unit 54 together with the estimated motor rotation angle ⁇ m.
  • the ⁇ / ⁇ inversion unit 54 maps the ⁇ -axis voltage command value V ⁇ * and the ⁇ -axis voltage command value V ⁇ * onto three-phase alternating current coordinates based on the estimated motor rotation angle ⁇ m, thereby calculating three-phase phase voltage command values Vu*, Vv* and Vw*.
  • the phase voltage command values Vu*, Vv* and Vw* are input into a PWM command value calculation unit 55.
  • the PWM command value calculation unit 55 calculates duty command values ⁇ u, ⁇ v and ⁇ w of the respective phases based on these phase voltage command values Vu*, Vv* and Vw*. Then, a PWM output unit 56 generates motor control signals respectively having on duty ratios indicated by the duty command values ⁇ u, ⁇ v and ⁇ w output from the PWM command value calculation unit 55, and outputs the motor control signals to the drive circuit 32. Thus, driving currents corresponding to the motor control signals are output to the motor 21, and a motor torque corresponding to the driving currents is applied to the steering system as assist force.
  • the steering torque T, the phase current values Iu, Iv and Iw and the phase voltage values Vu, Vv and Vw are input into the estimated motor rotation angle calculation unit 41. Then, the estimated motor rotation angle calculation unit 41 calculates an amount of change ⁇ m (hereinafter, referred to as "change amount ⁇ m") in the motor rotation angle at each calculation period based on the state quantities, and accumulates the change amounts ⁇ m, thereby calculating the estimated motor rotation angle ⁇ m.
  • change amount ⁇ m an amount of change ⁇ m
  • phase inductive voltage value calculation unit 61 estimates the phase inductive voltage values eu, ev and ew based on the phase current values Iu, Iv and Iw and the phase voltage values Vu, Vv and Vw according to Equations 1 to 3 indicated below.
  • Equations 1 to 3 are known motor voltage equations, and "Ru", “Rv” and “Rw” respectively indicate the resistance values of the motor coils 33u, 33v and 33w of the respective phases.
  • the phase inductive voltage values eu, ev and ew calculated in the phase inductive voltage value calculation unit 61 are input into an inductive voltage value calculation unit 62.
  • the inductive voltage value calculation unit 62 converts the phase inductive voltage values eu, ev and ew in the three-phase alternating current coordinate system into phase inductive voltage values e ⁇ and e ⁇ in the ⁇ / ⁇ coordinate system, and calculates an inductive voltage value E that is generated in the motor 21 according to Equation 4 indicated below.
  • the inductive voltage value calculation unit 62 converts the phase inductive voltage values eu, ev and ew into the phase inductive voltage values e ⁇ and e ⁇ , using the estimated motor rotation angle ⁇ m calculated by an accumulation unit 64 (described later) in the immediately preceding calculation period.
  • E ⁇ e ⁇ 2 + e ⁇ 2
  • the inductive voltage value E calculated in the inductive voltage value calculation unit 62 is input into a change amount calculation unit 63 that calculates a change amount ⁇ m in motor rotation angle in each calculation period.
  • the change amount calculation unit 63 includes a first change amount calculation unit 65 and a second change amount calculation unit 66.
  • the first change amount calculation unit 65 calculates the absolute value of a first change amount ⁇ m ⁇ based on the inductive voltage value E.
  • the second change amount calculation unit 66 calculates the absolute value of a second change amount ⁇ mT based on the steering torque T.
  • the change amount calculation unit 63 When the absolute value of the inductive voltage value E is larger than a predetermined inductive voltage value Eth, the change amount calculation unit 63 outputs the change amount ⁇ m based on the first change amount ⁇ m ⁇ , calculated by the first change amount calculation unit 65, to the accumulation unit 64. On the other hand, when the absolute value of the inductive voltage value E is smaller than or equal to the predetermined inductive voltage value Eth, the change amount calculation unit 63 outputs the change amount ⁇ m based on the second change amount ⁇ mT, calculated by the second change amount calculation unit 66, to the accumulation unit 64.
  • the predetermined inductive voltage value Eth is set at such a value that the inductive voltage value E is stabilized and the accuracy of the change amount ⁇ m based on the inductive voltage is ensured.
  • the first change amount calculation unit 65 calculates the estimated motor rotation angular velocity ⁇ m of the motor 21 according to Equation 5.
  • ⁇ ⁇ m E / Ke In Equation 5
  • Ke is an inductive voltage constant (counter electromotive constant).
  • the first change amount calculation unit 65 calculates the first change amount ⁇ m ⁇ in each calculation period by multiplying the estimated motor rotation angular velocity ⁇ m by the calculation period, and outputs the absolute value of the first change amount ⁇ m ⁇ to a switching control unit 67.
  • the second change amount calculation unit 66 has a map 66a that indicates the correlation between the steering torque T and the second change amount ⁇ mT.
  • the second change amount calculation unit 66 calculates the second change amount ⁇ mT with reference to the map 66a, and outputs the absolute value of the second change amount ⁇ mT to the switching control unit 67.
  • the map 66a is set such that the second change amount ⁇ mT is zero in a region in which the absolute value of the steering torque T is smaller than or equal to a predetermined first torque T1.
  • the second change amount ⁇ mT is set to increase in proportion to an increase in the absolute value of the steering torque T; and, in a region in which the absolute value of the steering torque T is larger than the second torque T2, the second change amount ⁇ mT is set at a constant value.
  • the change amount calculation unit 63 includes a switching determination unit 68.
  • the switching determination unit 68 determines which one of the first change amount A ⁇ m ⁇ and the second change amount ⁇ mT input into the switching control unit 67 is output based on the inductive voltage value E calculated in the inductive voltage value calculation unit 62.
  • the switching determination unit 68 determines whether the inductive voltage value E is larger than the predetermined inductive voltage value Eth. When the inductive voltage value E is larger than the predetermined inductive voltage value Eth, the switching determination unit 68 outputs a determination signal S_sw, indicating that the first change amount ⁇ m ⁇ should be output, to the switching control unit 67.
  • the switching determination unit 68 outputs a determination signal S_sw, indicating that the second change amount ⁇ mT should be output, to the switching control unit 67. Then, the switching control unit 67 outputs the absolute value of the first change amount ⁇ m ⁇ or the absolute value of the second change amount ⁇ mT, depending on the determination signal S_sw, as the absolute value of the change amount ⁇ m, to a rotation direction determination unit 69.
  • the rotation direction determination unit 69 determines the sign of the change amount ⁇ m based on the sign (direction) of the steering torque T detected by the torque sensor 27 on the condition that the motor 21 rotates in accordance with the rotation of the steering wheel 2 and the steering wheel 2 rotates in the direction of the steering torque T.
  • the change amount ⁇ m calculated in the change amount calculation unit 63 is input into the accumulation unit 64 that accumulates the change amounts ⁇ m.
  • the accumulation unit 64 has a memory 64a that stores a value of the estimated motor rotation angle ⁇ m in the immediately preceding calculation period.
  • the accumulation unit 64 adds (adds or subtracts based on the sign of the change amount ⁇ m) the change amount ⁇ m to the estimated motor rotation angle ⁇ m in the immediately preceding calculation period, which is stored in the memory 64a, to calculate the estimated motor rotation angle ⁇ m.
  • the accumulation unit 64 outputs the calculated estimated motor rotation angle ⁇ m to the ⁇ / ⁇ conversion unit 51, the ⁇ / ⁇ inversion unit 54 (see FIG. 2 ), and the inductive voltage value calculation unit 62.
  • a given value for example, "0" is used as the initial value of the estimated motor rotation angle ⁇ m, and, after the motor 21 starts rotating, the estimated motor rotation angle ⁇ m is corrected so as to approach an actual motor rotation angle based on, for example, the inductive voltage.
  • the estimated motor rotation angle calculation unit 41 acquires the steering torque T, the phase current values Iu, Iv and Iw and the phase voltage values Vu, Vv and Vw (step 101)
  • the estimated motor rotation angle calculation unit 41 calculates the phase inductive voltage values eu, ev and ew according to Equations 1 to 3 indicated above (step 102).
  • the estimated motor rotation angle calculation unit 41 calculates the inductive voltage value E based on the phase inductive voltage values eu, ev and ew (step 103).
  • the change amount ⁇ m in the motor rotation angle is calculated based on the inductive voltage value E and the steering torque T.
  • the estimated motor rotation angle calculation unit 41 determines whether the absolute value of the inductive voltage value E is larger than the predetermined inductive voltage value Eth (step 104).
  • the estimated motor rotation angular velocity ⁇ m is calculated according to Equation 5 indicated above (step 105), and the absolute value of the first change amount ⁇ m ⁇ (change amount ⁇ m) is calculated based on the estimated motor rotation angular velocity ⁇ m (step 106).
  • the absolute value of the inductive voltage value E is smaller than or equal to the predetermined inductive voltage value Eth (NO in step 104)
  • the absolute value of the second change amount ⁇ mT (change amount ⁇ m) is calculated based on the steering torque T with reference to the map 66a (step 107).
  • the sign of the change amount ⁇ m calculated in step 106 or step 107 is determined based on the sign of the steering torque T (step 108).
  • the estimated motor rotation angle calculation unit 41 accumulates the change amounts ⁇ m to calculate the estimated motor rotation angle ⁇ m (step 109).
  • the microcomputer 31 includes a current-carrying failure detection unit 71 that serves as an abnormality detection unit.
  • the current-carrying failure detection unit 71 detects a current-carrying failure in the electric power supply path through which driving current is supplied to the motor 21.
  • the types of current-carrying failures include, for example, a wire disconnection of at least one of the power lines 35u, 35v and 35w, and an open failure (open stuck failure) of at least one of the switching elements that constitute the drive circuit 32. If a current-carrying failure occurs, current does not flow through at least one of the phases.
  • the phase current values Iu, Iv and Iw and the duty command values ⁇ u, ⁇ v and ⁇ w are input into the current-carrying failure detection unit 71.
  • the phase current values Iu, Iv and Iw are actual current values respectively detected by the current sensors 36u, 36v and 36w.
  • the duty command values ⁇ u, ⁇ v and ⁇ w are internal command values corresponding to the phase voltage command values Vu*, Vv* and Vw* used at the time of generating motor control signals.
  • the ECU 23 includes a voltage sensor 72 that detects the power supply voltage Vps of the in-vehicle power supply 34. The power supply voltage Vps detected by the voltage sensor 72 is input into the current-carrying failure detection unit 71.
  • the current-carrying failure detection unit 71 determines whether a current-carrying failure has occurred in the electric power supply paths of the respective phases based on the state quantities, and outputs a current-carrying failure detection signal S_pde, indicating the determination result, to the motor control signal output unit 43.
  • the current-carrying failure detection unit 71 simultaneously executes current-carrying failure detections for respective phases in parallel with one another at the same time.
  • the motor control signal output unit 43 outputs motor control signals that indicate that the motor 21 should be stopped, thereby promptly performing the fail-safe function.
  • the current-carrying failure detection is executed in the following manner. First, an attempt to apply electric current to the motor 21 is made. Then, if a detected actual current value indicates a non-current carrying state despite the attempt to apply electric current to the motor 21, it is determined that a current-carrying failure has occurred. If the motor rotation angular velocity is added to the determination conditions as described above, it is possible to prevent occurrence of a situation where the state in which current cannot be applied to the motor 21 under the influence of inductive voltage is erroneously determined as a current-carrying failure. Because the ECU 23 has no rotation angle sensor, the motor rotation angular velocity is estimated according to Equations 1 to 5 indicated above.
  • each duty command value ⁇ x that serves as a voltage parameter corresponding to a voltage applied to the motor 21 changes sinusoidally in accordance with the motor rotation angle.
  • the cycle of change in the duty command value ⁇ x is long; whereas, when the motor rotation angular velocity is high, the cycle of change in the duty command value ⁇ x is short.
  • "X" indicates any one of the three phases U, V and W, and ⁇ x indicates the "X"-phase duty command value.
  • the inductive voltage also increases. Therefore, the maximum value of the absolute value of the duty command value ⁇ x issued to each phase increases through feedback control.
  • the duty command value ⁇ x corresponding to each phase may be larger than or equal to the upper limit ⁇ _hi of a predetermined range corresponding to the predetermined current value Ith or smaller than or equal to the lower limit ⁇ _lo of the predetermined range under the influence of inductive voltage.
  • the duration of the state where the duty command value ⁇ x is larger than or equal to the upper limit ⁇ _hi of the predetermined range corresponding to the predetermined current value Ith or smaller than or equal to the lower limit ⁇ _lo of the predetermined range is determined based on the rotation period of the motor 21.
  • the predetermined current value Ith is a threshold for determining whether a non-current carrying state has occurred, and is set to be higher than zero in consideration of the detection errors of the current sensors 36u, 36v and 36w.
  • the predetermined range is a range of the duty command value ⁇ x, in which the phase current value Ix is smaller than or equal to the predetermined current value Ith in the state where the motor rotation angular velocity is low and the inductive voltage is not high, and is set in consideration of the influence of detection errors of the current sensors 36u, 36v and 36w.
  • the predetermined power supply voltage value Vth is set at a value derived on the assumption that the power supply voltage Vps is not decreased due to, for example, degradation of the in-vehicle power supply 34 and sufficient voltage is able to be applied to the motor 21.
  • the duration of the state where the duty command value ⁇ x is larger than or equal to the upper limit ⁇ _hi or smaller than or equal to the lower limit ⁇ _lo is determined based on the motor rotation period that is proportional to the motor rotation angular velocity or the inverse of the motor rotation angular velocity.
  • the state where the duty command value ⁇ x is larger than or equal to the upper limit ⁇ _hi or is smaller than or equal to the lower limit ⁇ _lo may continue irrespective of the rotation period of the motor 21 that rotates at a motor rotation angular velocity higher than or equal to the predetermined angular velocity ⁇ th.
  • the current-carrying failure detection unit 71 utilizes the above-described phenomenon to determine whether a current-carrying failure has occurred.
  • the current-carrying failure detection unit 71 determines whether a first determination condition is satisfied.
  • the first condition is a condition that the phase current value Ix, which is a target for determination, is smaller than or equal to the predetermined current value Ith, the power supply voltage Vps is higher than or equal to the predetermined power supply voltage value Vth, and the duty command value ⁇ x of the corresponding phase is larger than or equal to the upper limit ⁇ _hi.
  • the current-carrying failure detection unit 71 determines whether a second determination condition is satisfied.
  • the second condition is a condition that the phase current value Ix is smaller than or equal to the predetermined current value Ith, the power supply voltage Vps is higher than or equal to the predetermined power supply voltage value Vth, and the duty command value ⁇ x of the corresponding phase is smaller than or equal to the lower limit ⁇ _lo is. That is, it is determined whether the present state is the state where electric current is not applied to the motor 21 despite the attempt to apply electric current to the motor 21.
  • the current-carrying failure detection unit 71 measures the duration of a state where the first determination condition is continuously satisfied (first duration), and the duration of a state where the second determination condition is continuously satisfied (second duration).
  • the current-carrying failure detection unit 71 (microcomputer 31) according to the first embodiment includes upper limit counters for measuring the first duration and lower limit counters for measuring the second duration phase for respective phases. When the first or second duration exceeds a reference period corresponding to the rotation period of the motor 21 during high-speed rotation (when the motor rotation angular velocity is higher than or equal to the predetermined angular velocity ⁇ th), it is determined that a current-carrying failure has occurred.
  • the period of time during which the duty command value ⁇ x continuously satisfies the first or second determination condition due to the influence of inductive voltage is usually shorter than or equal to half of one period in electric angle, even the case is taken into account where the waveform of the duty command value ⁇ x becomes a waveform close to a rectangular waveform rather than a sinusoidal waveform under the influence of an error, noise, or the like, that occurs when the estimated motor rotation angle ⁇ m is estimated. Therefore, the reference period according to the first embodiment is set to half of one period in electric angle of the motor 21 during high-speed rotation.
  • the current-carrying failure detection unit 71 acquires the power supply voltage Vps, the phase current value Ix of the phase, which is the target of determination, and the duty command value ⁇ x of the determination target phase (step 201), and determines whether the power supply voltage Vps is higher than or equal to the predetermined power supply voltage value Vth (step 202). Subsequently, when the power supply voltage Vps is higher than or equal to the predetermined power supply voltage value Vth (YES in step 202), it is determined whether the phase current value Ix is smaller than or equal to the predetermined current value Ith (step 203). When the phase current value Ix is smaller than or equal to the predetermined current value Ith (YES in step 203), it is determined whether the duty command value ⁇ x is larger than or equal to the upper limit ⁇ _hi (step 204).
  • the counter value Cx_hi of the upper limit counter and the counter value Cx_lo of the lower limit counter each are set at zero.
  • step 207 it is determined whether the counter value Cx_hi of the upper limit counter is larger than or equal to a predetermined counter value Cth that indicates the reference period.
  • a predetermined counter value Cth that indicates the reference period.
  • step 212 When the counter value Cx_lo is larger than or equal to the predetermined counter value Cth (YES in step 212), the process proceeds to step 208 and it is determined that a current-carrying failure has occurred in the determination target phase. On the other hand, when the counter value Cx_lo of the lower limit counter is smaller than the predetermined counter value Cth (NO in step 212), it is determined that no current-carrying failure has occurred.
  • step 209 when the duty command value ⁇ x is larger than the lower limit ⁇ _lo (NO in step 209), that is, when the duty command value ⁇ x falls within the predetermined range, the process proceeds to step 213 and step 214 to reset each of the counter value Cx_hi of the upper limit counter and the counter value Cx_lo of the lower limit counter to zero.
  • the duration of the state where the first or second determination condition is satisfied due to the influence of inductive voltage corresponds to the rotation period of the motor 21 during high-speed rotation. Therefore, with the above configuration, it is possible to accurately detect a current-carrying failure by preventing an erroneous determination that a current-carrying failure has occurred from being made during high-speed rotation, without adding the motor rotation angular velocity to the determination conditions. Thus, the fail-safe function is promptly performed to suppress a decrease in steering feel.
  • the current-carrying failure detection unit 71 measures the duration of the state where the first determination condition is continuously satisfied as the first duration, and measures the duration of the state where the second determination condition is continuously satisfied as the second duration. Therefore, the first and second durations are easily measured.
  • the second embodiment differs from the first embodiment only in current-carrying failure detection method. Therefore, for the sake of convenience of description, the same components as those in the first embodiment will be denoted by the same reference numerals as those in the first embodiment, and the description thereof will be omitted.
  • the duty command value ⁇ x may instantaneously become smaller than the upper limit ⁇ _hi due to the influence of noise. Therefore, when the duration of the state where the first determination condition is continuously satisfied is used as the first duration and the duration of the state where the second determination condition is continuously satisfied is used as the second duration, a situation may occur where the durations become short and therefore a current-carrying failure is not detected.
  • the duration of the state where the first or second determination condition is satisfied within a given measuring period longer than or equal to one period in electric angle of the motor 21 during high-speed rotation is usually shorter than two-thirds of the measuring period.
  • the duty command value ⁇ x changes with a substantially rectangular waveform due to the influence of, for example, an estimation error of the estimated motor rotation angle ⁇ m or noise
  • the first duration becomes longest within the measuring period when the duty command value ⁇ x becomes larger than or equal to the upper limit ⁇ _hi immediately after the start of measuring period and the duty command value ⁇ x changes by an amount corresponding to the change of 1.5 periods within the measuring period.
  • the accumulated time of the state where the first determination condition is satisfied is substantially two-thirds of the measuring period.
  • the accumulated time of the state where the first determination condition is satisfied is substantially three-fifths of the measuring period. In this way, even when the duty command value ⁇ x changes by an amount larger than the change of 1.5 periods, the ratio of the accumulated time of the state where the first or second determination condition is satisfied to the measuring period is smaller than two-thirds.
  • the current-carrying failure detection unit 71 measures the accumulated time during which the first or second determination condition is satisfied within the measuring period, as the first or second duration.
  • the measuring period is set to be substantially equal to one period in electric angle of the motor 21 during high-speed rotation, and the reference period is set to two-thirds of the measuring period.
  • the current-carrying failure detection unit 71 determines that a current-carrying failure has occurred when the first or second duration exceeds the reference period.
  • the current-carrying failure detection unit 71 includes a timer for measuring the measuring period.
  • the current-carrying failure detection unit 71 acquires the power supply voltage Vps, the phase current value Ix of the determination target phase and the duty command value ⁇ x of the determination target phase (step 301).
  • the current-carrying failure detection unit 71 determines whether the timer value t of the timer is smaller than or equal to a predetermined timer value tth that indicates the measuring period (step 304). At the time of turning on the ignition, the timer value t is set at zero.
  • the counter value Cx_hi of the upper limit counter is larger than or equal to the predetermined counter value Cth (YES in step 308), it is determined that a current-carrying failure has occurred in the determination target phase (step 309).
  • the counter value Cx_hi of the upper limit counter is smaller than the predetermined counter value Cth (NO in step 308), it is determined that no current-carrying failure has occurred.
  • the current-carrying failure detection unit 71 determines whether the duty command value ⁇ x is lower than or equal to the lower limit ⁇ _lo (step 310).
  • step 312 When the counter value Cx_lo is larger than or equal to the predetermined counter value Cth (YES in step 312), the process proceeds to step 309 and it is determined that a current-carrying failure has occurred in the determination target phase. On the other hand, when the counter value Cx_lo of the lower limit counter is smaller than the predetermined counter value Cth (NO in step 312), it is determined that no current-carrying failure has occurred.
  • the process proceeds to steps 313 to 315 and then the upper limit counter, the lower limit counter and the timer are reset.
  • the current-carrying failure detection unit 71 measures the accumulated time of the state where the first determination condition is satisfied within the measuring period set to the one period in electric angle of the motor 21 during high-speed rotation as the first duration, and measures the accumulated time of the state where the second determination condition is satisfied within the measuring period as the second duration.
  • the first or second duration exceeds the reference period set to two-thirds of the measuring period, it is determined that a current-carrying failure has occurred. Therefore, it is possible to further accurately detect a current-carrying failure by reducing the influence of, for example, noise.
  • the microcomputer 31 is provided with the upper limit counters and the lower limit counters for respective phases. That is, six counters in total are provided in the microcomputer 31.
  • the first duration and the second duration may be measured by a single counter and one counter may be provided for each phase. That is, the microcomputer 31 may be provided with three counters in total.
  • the reference period is set to half of one period in electric angle of the motor 21 during high-speed rotation.
  • the reference period may be set to a time that is shorter than or longer than half of one period in electric angle.
  • the reference period may be set to a period of time shorter than or longer than two-thirds of the measuring period.
  • the measuring period may be set to a period that is shorter than or longer than one period in electric angle of the motor 21 during high-speed rotation.
  • the timer when the power supply voltage Vps is lower than the predetermined power supply voltage value Vth and the phase current value Ix is smaller than the predetermined current value Ith, the timer is reset.
  • the invention is not limited to this configuration.
  • the timer value t may be maintained.
  • the duty command values ⁇ u, ⁇ v and ⁇ w are used as voltage parameters corresponding to the voltages applied to the motor 21.
  • the invention is not limited to this configuration.
  • the phase voltage command values Vu*, Vv* and Vw*, the phase voltage values Vu, Vv and Vw respectively detected by the voltage sensors 37u, 37v and 37w, or the phase inductive voltage values eu, ev and ew may also be used.
  • the condition that the power supply voltage Vps is higher than or equal to the predetermined power supply voltage value Vth is included in each of the first and second determination conditions.
  • the invention is not limited to this configuration. It is not necessary to determine whether the power supply voltage Vps is higher than or equal to the predetermined power supply voltage value Vth.
  • the current-carrying failure detection unit 71 simultaneously executes current-carrying failure detections for the three phases in parallel with one another.
  • the invention is not limited to this configuration. Current-carrying failure detections for the three phase may be executed sequentially.
  • a given value is used as the initial value of the estimated motor rotation angle ⁇ m at the start-up.
  • the invention is not limited to this configuration.
  • phase fixed current application in which current is supplied in a predetermined fixed current application pattern at the time of start-up, may be executed, and the motor rotation angle corresponding to the current application pattern may be used as the initial value.
  • the invention is applied to the EPS that uses a sensorless motor 21, provided with no rotation angle sensor, as a driving source.
  • the invention is not limited to this configuration.
  • the invention may be applied to an EPS 1 that uses a motor provided with a rotation angle sensor as a driving source, and the above-described sensorless control may be executed when the rotation angle sensor is malfunctioning.
  • the invention is implemented in the ECU 23 that serves as the motor control unit that controls the motor 21 that is the driving source of the EPS actuator 22.
  • the invention is not limited to this configuration.
  • the invention may be implemented in a motor control unit that controls another motor, such as a motor of a variable transmission ratio device that transmits the rotation, obtained by adding the rotation generated by driving the motor to the rotation of an input shaft generated by a steering operation, to an output shaft using a differential mechanism.

Claims (7)

  1. Unité de commande de moteur (23) comprenant :
    une unité d'émission de signal de commande de moteur (43) conçue pour émettre en sortie un signal de commande de moteur ;
    un circuit d'attaque (32) conçu pour fournir un courant d'attaque à un moteur (21) sur la base du signal de commande de moteur ; et
    une unité de détection d'anomalie (71) conçue pour détecter un défaut de transport de courant sur un trajet d'alimentation électrique du moteur (21), sur la base d'un paramètre de tension correspondant à une tension qui est appliquée au moteur (21),
    caractérisée en ce que :
    l'unité de détection d'anomalie (71) est conçue pour déterminer si une première condition de détermination est satisfaite, la première condition de détermination incluant une condition selon laquelle la valeur réelle de courant qui indique un courant électrique réellement fourni au moteur (21) est inférieure ou égale à une valeur de courant prédéterminée qui indique un état de non-transport de courant et le paramètre de tension est supérieur ou égal à une limite supérieure de plage prédéterminée correspondant à la valeur de courant prédéterminée, et l'unité de détection d'anomalie (71) est conçue pour déterminer si une seconde condition de détermination est satisfaite, la seconde condition de détermination incluant une condition selon laquelle la valeur réelle de courant est inférieure ou égale à la valeur de courant prédéterminée et le paramètre de tension est inférieur ou égal à une limite inférieure de la plage prédéterminée,
    l'unité de détection d'anomalie (71) est conçue pour mesurer une première durée qui est un laps de temps dans lequel un état où la première condition de détermination est satisfaite persiste, et une seconde durée qui est un laps de temps dans lequel un état où la seconde condition de détermination est satisfaite persiste,
    l'unité de détection d'anomalie (71) comprend des moyens conçus pour effectuer un réglage de période de référence, et
    l'unité de détection d'anomalie (71) est conçue en outre pour déterminer qu'un défaut de transport de courant est survenu lorsque la première durée ou la seconde durée dépasse une période de référence prédéterminée qui est réglée sur la base d'une période de rotation du moteur (21) lorsque le moteur (21) tourne à une vitesse si élevée que le paramètre de tension se situe en dehors de la plage prédéterminée du fait d'une influence de tension inductive.
  2. Unité de commande de moteur (23) selon la revendication 1, dans laquelle :
    le paramètre de tension est une valeur de commande de marche.
  3. Unité de commande de moteur (23) selon la revendication 2, dans laquelle :
    l'unité de détection d'anomalie (71) est conçue pour mesurer un laps de temps dans lequel un état où la première condition de détermination est continuellement satisfaite persiste, en tant que première durée, et
    l'unité de détection d'anomalie (71) est conçue pour mesurer un laps de temps dans lequel un état où la seconde condition de détermination est continuellement satisfaite persiste, en tant que seconde durée.
  4. Unité de commande de moteur (23) selon la revendication 2, dans lequel :
    l'unité de détection d'anomalie (71) est conçue pour mesurer le temps cumulé d'un état où la première condition de détermination est satisfaite à l'intérieur d'une période de mesure donnée, en tant que première durée, et
    l'unité de détection d'anomalie (71) est conçue pour mesurer le temps cumulé d'un état où la seconde condition de détermination est satisfaite à l'intérieur de la période de mesure, en tant que seconde durée.
  5. Unité de commande de moteur (23) selon la revendication 4, dans laquelle :
    l'unité de détection d'anomalie (71) comprend des moyens conçus pour régler la période de mesure afin qu'elle soit de longueur supérieure ou égale à une période en angle électrique du moteur (21) lorsque le moteur (21) tourne à la grande vitesse, et pour régler la période de référence afin qu'elle soit de longueur supérieure ou égale aux deux tiers de la période de mesure.
  6. Système de direction de véhicule comprenant l'unité de commande de moteur (23) selon l'une quelconque des revendications 1 à 5.
  7. Procédé de détection d'anomalie qui est appliqué à une unité de commande de moteur (23) qui comporte une unité d'émission de signal de commande de moteur (43) qui émet en sortie un signal de commande de moteur, et un circuit d'attaque (32) qui fournit un courant d'attaque à un moteur (21) sur la base du signal de commande de moteur, et qui est utilisée pour détecter un défaut de transport de courant sur un trajet d'alimentation électrique du moteur (21), sur la base d'un paramètre de tension correspondant à une tension qui est appliquée au moteur (21), le procédé de détection d'anomalie étant caractérisé en ce qu'il comprend les étapes suivantes :
    déterminer si une première condition de détermination est satisfaite, la première condition de détermination incluant une condition selon laquelle la valeur réelle de courant qui indique un courant électrique réellement fourni au moteur (21) est inférieure ou égale à une valeur de courant prédéterminée qui indique un état de non-transport de courant et le paramètre de tension est supérieur ou égal à une limite supérieure de plage prédéterminée correspondant à la valeur de courant prédéterminée, et déterminer si une seconde condition de détermination est satisfaite, la seconde condition de détermination incluant une condition selon laquelle la valeur réelle de courant est inférieure ou égale à la valeur de courant prédéterminée et le paramètre de tension est inférieur ou égal à une limite inférieure de la plage prédéterminée,
    mesurer une première durée qui est un laps de temps dans lequel un état où la première condition de détermination est satisfaite persiste, et une seconde durée qui est un laps de temps dans lequel un état où la seconde condition de détermination est satisfaite persiste, et
    déterminer qu'un défaut de transport de courant est survenu lorsque la première durée ou la seconde durée dépasse une période de référence prédéterminée qui est réglée sur la base d'une période de rotation du moteur (21) lorsque le moteur (21) tourne à une vitesse si élevée que le paramètre de tension se situe en dehors de la plage prédéterminée du fait d'une influence de tension inductive.
EP12164898.4A 2011-04-28 2012-04-20 Unité de commande de moteur et système de direction de véhicule Active EP2518894B1 (fr)

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JP2012235559A (ja) 2012-11-29
US20120274260A1 (en) 2012-11-01
CN102761309A (zh) 2012-10-31
JP5942337B2 (ja) 2016-06-29
EP2518894A2 (fr) 2012-10-31
US8766589B2 (en) 2014-07-01
EP2518894A3 (fr) 2018-03-28

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